Combined clutch and brake control



Mar. 6,1923. 1,447,908. E. STAUDE.

COMBINED CLUTCH AND BRAKE CONTROL.

ORIGINAL man MAn.1.'1916. SHEETS-SHEET 1.

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4C) ff @Wag/YE VJ Mar. 6, 1923. 1,447,908.

E. G. STAUDE. COMBINED CLUTCH AND'BRAKE CONTROL.v

ORIGINAL min MAR. 1. 1916. s sHEETs-sHEET 2.

l l'glllumn Mal". 6, 1923;

E. G. STAUDE. COMBINED CLUTCH AND BRAKE CONTROL.

6 SHEETS--SHEET 3.

ORIGINALvFILED MAR. l. 1916.

um w Mar. 6, 1923. 1,447,908.

E. G. STAUDE.

COMBINED CLUTCH AND BRAKE CONTROL.

ORIGINAL FILED MAR.1, |916. 6 SHEETS-SHEET 4.

Malin 6, 1923@ 1,447,908. E. G. STAUDE.

COMBINED CLUTCH AND BRAKE CONTROL.

ORIGINAL FILED MAR. 1, 191s. 6 sHEETssHEU 5.

Illlill ll I 1| II Mar: 6, 1923.

E. G. STAUDE. COMBINED CLUTCH AND BRAKE CNTHL.

ORIGINAL FILED MAR. 1,1916.v 6 SHEETS-SHEET lto Patented Mar. 6, 1923.

UNITED- sfnnas PATENT OFFICE.

- EDWIN G. STAUDE, OF iMINNEAPOLIS, MINNESOTA.

COMBINED CLUTCH AND BRAKE CON TItOI..

Application led March 1, 1916, Serial' No. 81,468. Renewed February 27,-1919.v Serial N@ 79,6041

To all wlwm it may concern.'

Be it known that I, EDWIN G. STAUDE. citizen of the United States,residentof Minneapolis, county of Hennepin, State of Minnesota, haveinvented certain new and pseful Improvements in Combined Clutches andBrake Controls, of which the following is a specification.

In the operation of a power propelled ve'- hicle, it is customary toprovide a clutch andf a brake pedal, depression of one releasmg theclutch and of the/other setting the brake.

The object of my invention is to provide a single pedal for operatingboth the clutch and the brake, instantly or gradually, as maybe desired.

A further object is toprovi'de a pedal' which, when set in a certainpredetermined position, will control both the clutch and brake, andpermit independent operation of the engine accelerator.

Other objects of the invention will appeard from the followingdetaileddescription. The invention consists generally 1n various constructionsand combinations, `all hereinafter described pointed out in the claims.

In the accompanying drawings forming part ofthis specification,

Figure l is a view, partially in section, of a gas engine gear case andthe foot board of a car, showing my invention applied thereto,

Figure 2` is a similar view, showing the pedal set in position forcontrolling "the clutch and brake and operating the accelerator,

Figure 3 is a plan section, showing the relative position of the pedalsand th/e operating mechanism connected therewith,

Figure 4 is a.detail sectional-view of the singlepedal, showing themeans for locking it in its partially depressed position,

Figure 5 is a detailview of the joint in the pedal arm,

F igure,6 is a general view, partially in section, the wall of the gearcase being broken away to illustrate the o'il circulatmg system therein,

Figure 7 is a sectional view, showing the lapplication of the clutch andbrake control and particularly mechanism to the oil 'circulating system,y

views, through the attachment that is mountedon the wall of the gearcase and illustratlng two positions of. the controlling valve inthe'circulating system,

F1gure 10 is asectional view on the line z-z of Figure 8, Figure 11 is asectional v/-y of Figure 8,

' Figure 12 is a sectionalview on the line -m of Figure 8.

In the drawing, 2 represents the gear case of a gas engine of anyordinary or preferred construction. To this gear case a csaing r3 issecured b-y suitable means, preferably bv inserting the bolts 4 in thehead of the 'gear caseI through holes provided in the casing, asindicated in Figure 9. This allows the casing to be mounted onthe gearcase or removed conveniently, whenever desired, without disturbing,l theother partsof the engine. Supply and return pipes 5 and 6 communi,- catewith vthe crank case 7 and with the oil circulating system 7 havingatube connecti ,/n 8.,withl a gauge 9 anda valve 10 mounted to openunder pressure of the oil for view, on the line lubricating the bearingsof the cam shaft 11.7 A. suction pipe 12 has its open end in the` wellin the bottom of the crank case and leads to the gear pump 13 that. isdriven through the gear 14 from the crank shaft 15 (see Figures 1, 6 and7). This crank case and/oil circulating system is in general use in thistype of engine. l

The supply pipe 5 has a check valve 15 therein mounted to open with theoil ressure V,to admit the oil to the pipe 5 an the casing' 3 andprevent its return flow through this pipe. The return pipe 6 leads backinto the bottom of the crank case, as shown in Figure 7. The casing y3is provided with cylinders 16 and 17, having pistons 18 and 19 thereinprovided with stems 20 and 21.' The casing also has a valve chamber 22preferably provided with a sleeve 23 open at one end'and closed at itsopposite' end except for ports 24 there-in.A A valve stem 25 has heads26and 27 thereonpwithin said sleeve, said heads being spaced apart asuitable distance for bridging ports 2,8 and/29 lin the walls of saidsleeve. The supply pipe 5 communicates with an intake port 30 in thewall of said 2valve chamber and this port is `ar ranged to register `vviththe portv 28 in the sleeve to admit the inelastic fluid betweenBussum quickly,`

the valve heads and the port 29 when said sleeve is arranged to registerat a point in its movement with a passage 31 which extends across thecylinders 16 and 17 and communicates therewith.

A chamber 32 is provided in the lower walls of the casing 3 andcommunicates with the return pipe 6 and also with the interior of thesleeve 23 through the ports 24. T he upper end of the casing 3 has achamber therein forming an air cushion for the inelastic tiuid, thelower portion of this chamber being shown in section in Figure- 10.

A rack 33 is mounted on the lower end of the sleeve 23 and is verticallyslidable therewith and engages the teeth of a pinion 34p (see Figure 12)on a shaft 35 having a gear 36 which meshes with a rack provided on thelower end of the rod 20 of the piston 18 and thereby simultaneousmovement in opposite directions of the piston 18 and the sleeve 23 iseffected. Ports 37 are preferably provided in the upper walls of thecylinders 16 and 17 communicating with a passage 38 which leadsdownwardly to the return pipe to allow the escape ofany oil which maywork by the pistons during their operation in the cylinders rlhe sleeve23 has the function of a cutoff. `When the brake piston 18 is raisedfrom the position shown in-lFigure 8 to that shown in Figure 9, thesleeve is drawn down to partially close the passage to the pistons andthereby to regulate the flow of the inelastic fluid thereto. The valvewithin the sleeve is controlled by the foot of the driver, while thesleeve is operated by the movement of the brake piston and evidently ifthe valve is moved slowly, the ports in the sleeve will be exposedslowly and the brake iston will be moved gradually to applythe rake.Should the driver desire to apply the brake arapid movement of the valvewill temporarily lexpose a larger opening and permit the entrance ofagreater volume of inelastic fluid to the brake piston cylinder toeffect a rapid movement of this piston and a corresponding applicationof the brake. lin this way the driver of the car has complete controlofthe brake vand clutch and through the manipulation of the pedal by thefoot canstop the'car instantly or gradually, as conditions may require.

The upper end of the valve stem 25 (see Figure 1) is pivotally connectedat 39 to a lever 40 which ispivoted at 41 to a bracket 42. This leverhas a cam slot 43 formed therein. A bell crank is pivoted at 44 and hasa short arm 45 provided with an antifriction roller 46 which is fittedinto a cam slot 43 and positioned to bear on the edges thereof. The longarm 47 of the bell crank 'projects upwardly under the foot board 48 andat its upper end has a pivotal connection with a pedal arm 49, saidconnection comiaaaeoe prising preferably a stud 50 on the arm 47 'a head53 and a compression sprlng 54. rllhe pedal arm' pro'ects through 'aslot 55 in the foot 'board an is rovided with a lug 56 to engage theedge o a plate 57 that is secured to the underside of the foot-board inregister with the slot 55. r1`he upper end of the rod 49 has a pedal 58of ordinary construction mounted thereon. An extension spring 59 isattached to the short arm 45 of the bell crank and to the gear casingand resists downward movement of thelong arm 47 and the pedal arm. Anarm 60 ismounted on the pivot 44 concentric with the bell crank and isprovided with a shoulder 61 in position to be engaged by the long arm 47whenY it is depressed beyond a certain predetermined point or below theposition indicated in lugure 2, where the lug 56 is in engagement withthe plate 57. A rod 62 connects the arm 6() with the accelerator of theengine (not shown). When, therefore, the pedal arm is depressed belowthe point shown in Figure 2, the accelerator will be operated in theusual manner.

rihe initial downward movement of the arm 45 engaging the anti-frictionroller 46 with the upper edge of the slot 43 will raise the lever 40 andset the valve heads 26 and 27 in the position shown in Figure 8. Furthermovement of the anti-friction roller will not affect the position of thelever 40 and the bell crank may be oscillated back and forth to actuatethe accelerator without changing the position. of the lever 40 or thevalve heads. The accelerator may thus be used in the ordinary way duringthe driving of the car without the movement of the pedala'ecting theclutch and brake control attachment.

A shaft 63 is mounted on a bracket 64 on theJ crank case and a hub 65 issecured on said shaft and has an arm 66 which bears on the upper end ofthe piston rod 21 and is yertically movable in guides 67. A hub 68 1ssecured on the end of the shaft 63 and has a pedal arm 69 for rockingthe shaft in its bearing and oscillating the arm'66. A hub 70 is looselymounted on said shaft and has an arm 71 mounted to bear on the pistonrod 20 and vertically ymovable in guides corresponding to those of thearm 66. A pedal arm 72 is mounted on said hub 70 and both the arms 69and 72l project upwardly through slots in the foot-board 48 in positionto'be operated by the foot of the driver. rlhe hub 65 is connected withthe clutch rod 73 and pedal arm 72 is pivotally connected at 74 to thebrake rod 75, both the clutch and the brake being of ordinaryconstruction and requiring no detailed illustration herein.

To use the device, the driver of the car will depress the pedal arm fromthe positionV lll@ shown in Figure 1 to that of Figure 2, therebyrocking the bell crank downwardly against the tension of the spring 59and moving the anti-friction' roller 46 lin the cam slot 43 and raisingthe lever -l0 through the engagement of the roller'46 with the upperedge of said slot. A slight movement of the pedal arm to one side willengage the lug 56 with the plate 57 and lock the` arm in its depressedposition. The valve connected with the lever 40 will be raised to theposition indicatedA in Figure 8, thehead` 27 clos-l ing the passagebetween the port 30 and the passage 31 and thereupon the flow ofthelnelastic fluid from the port 30 into the passage 3l and thecylinders 16 and 17 will be cutolf. The passage 31 will now be connectedwith the passage 32 through the port 29' in the side of the sleeve 23,and the ports 24 in the bottom of said sleeve, and the oil or inelasticliquid will be forced out of the cylinders 16 and 17 by the usual sprmgpressure ordinarily employed to connect the clutch and Ito release thebrake. Such springs being in common use for this purpose are notillustrated herein.-

The oil will now exhaust from the cylinders 16 and 17 the passage 31,and the return pipe 6 into the crank case 7 The pedal arm will be inposition to operate the accelerator when depressed beyond a point shownin Figure 2, as the continued movement ofthe anti-friction roller in theslot 43 will have no eii'ect on the lever 40, the roller traveling inthe arc of a circle having the same radius as the slot and consequentlythe arm 45 may move back and forth in the right hand end of the slot 43without moving the lever 40 in either direction. This allows the driverof the car to control the accelerator without changing the position of.

whereupon t-he spring 59 willthrow the bell crank upwardl and the arm45, swinging toward the le t, will engage the antifriction roller 46with the lower edge of the slot 43 and force the lever'4() downwardly,shifting the valve fromv the position shown in Figure 8 to that ofFigure 9. The passage 31 will then be opened to the flow of oil from theort 3() and driven by the pump pressure tiie oil will-enter thecylinders 16 and 17, raising the pistons 18 and 19 from the positionshown 1n Figure 8 to that of Figure 9, one piston automatically, throughits connections, releasing the clutch and the other setting the brake.

Operation: 4. t

The lubricating system is operatedl inA the usual manner, oil beingfforced through the pipe 7 by the pump. A portion of this oil will beforced through the valve -15 into the pipe 5 and the casing 3 and port30 into4 the valve chaluber 22; When the v alve heads 26 and 27 are inthe position shown in valve heads 26 and 27 move downward into theposition shown in Figure 9. The oil or inelastic fluid now passes fromthe port 30, through the valve chamber, and into the passage 3l forcingthe cylinders 18 and'y 19 upward into the position shown in Figure 9,and thereby disconnecting the clutch and l setting the brake. When thepistons 18 and 19 begin their upward travel the movement of the brakecontrolling piston 19, through the means described, moves the sleeve 23downward from the position shown'in Figure 8 to the position shown inFigure 9, thereby gradually closing the port leading into the assage 31,that communicates with the cyllinders 16 and., 17. v' l During the abovedescribed operation, the sleeve 23 will be shifted from the openposition shown in Figure y8 to the position illustrated Figure 9, whereit operates as a cut-off to control the flow of the inelastic fluid tothe pistons and enable the driver` as'heretofore described, to check thespeed of the car quickly 'or gradually, the application of the brakebeing governed entirely by the `relative position of the controllingvalve or cut-'off sleeve. l

It will be noted that'this attachment is made as an adjunct or branch ofthe circulating system of the gas engine in which vthere is a constantpressure of the inelastic Huid when the engine is yin operation, thecontrolling valve operating to admit this fluid pressure to the clutchand brake operating means or close the passage thereto, the out olf inconnection with the valve enabling'the driver'to still further controlthis flow through the travel of they brakev operating means. i

I have used the word clutch in the specification and claims in a broador general sense, to indicate any suitable means- -for transmittingpower from the engine 'to the driving axle of the vehicle, the specificform of such'transmitting or connecting means forming no part of myinvention I claim-as my invention: l.. A brake control for powerpropelled vehicles coinprising a pedal, an accelerator rod actuatedthereby, a fluid circulating system, a. brake operating ineans therein,a valve controlling the flow of fluid through said sys, tem, the initialmovement of said pedal opsaid valve to cut off the How of fluid throng.,said system, the release of said pedal allowing the movement of saidvalve to open the passage through said system and actuate saidbrake-operating means.

2. A. brake control for power propelled vehicles comprising a pedal, afluid circulating system and brake operating means therein, a valveoperated by the movement of' said pedal for controlling the flow offluid through said system, a cut-oft' telescoping with said valve andactuated through the movement of said brake operating means, the degreeof movement of said valve con trolling the flow of fluid in the systemand the operation of' the cut-off and the brakeoperating means.

3. The combination, with the. lubricating system ot a gas engine for. apower pro- .pelled vehicle, of cylinders and pistons therefor havingpipe connections with said system and a valve for controlling `the flowof fluid to said cylinders, means actuated through the movement of saidpistons for releasing the clutch and setting the brake of tlie vehicle,a pedal arm having means for connection with said valve, movement of'said ai'iii operating said Avalve to cut ofll the flow of fluid to saidpistons, the return movement of said arm operating said valve to releasethe fluid in said system.

4. A combined clutch and brake control for power propelled vehiclescomprising a pedal arm, a fluid circulating system and means therein foroperating the clutch and brake, a valve for controlling the flow offluid through said system, a lever connected with said valve, meansoperating said leve-r during a predetermined part of the stroke of saidpedal arm, said arm having means for operating the accelerator duringthe remainder of its stroke independently of said lever and valve, theinitial movement of said arm setting said valve to close the flow offluid through said system, connect the clutch and release the brake, thereturn of said arm to its normal position releasing said valve andadmitting fluid pressure to Isaid brake and clutch operating means torelease the clutch and set the brake.

5. ln a power propelled vehicle, a pedal arm having means for yieldinglyholding it in its raised position, and meansfor locking it in itspartially depressed position, a fluid circulating system, a clutch andbrake operating means mounted therein, a valve for controlling the flowof fluidi through said system and operatively connected with said pedalarm and actuated ,during its initial movement to check the flow of fluidin said system, and thereby connect th clutch and release the brake, thelatter part of the stroke of said arm operating the acceleratorindependently ofsaid valve, said arm, when released from itsintermediate locking posimareos tion, operating said valve to open saidsystem to the flow of fluid therein for releasing said clutch vandsetting said brake.

6. 'l`he combination, with the vlubricating system of a gas engine for apower propelled vehicle, of cylinders and pistons therefor having pipeconnections lwith said lubricating system and a valve for controllingthe flow of fluid to said cylinders, means actuated through the movementof said pistons for operating the clutch and the brake of the vehicle, apedal arm having means for connection with said valve, the initialdownward movement of said arm operating-,said valve to cut off the flowof fluid -to said pistons thereby connecting the clutch and releasingthe brake, the subsequent downward movement of said arm operating theaccelerator independently of said valve, said arm, upon its return toits normal position, operating said valve to release the fluid in saidsystem for reversely operating said clutch and brake pistons.

7. The combination, with a gas engine and its lubricating system havingan inelastic fluid therein under constant pressure, of clutch and brakeoperating means in said system, a valve for controlling the flow offluid to said clutch and brake operating means, a cut oli' connected forsimultaneous` movement with said brake operating means, and means forshifting said valve, the degree of movementI of said `valve regulatingthe volume of flow of the fluid and the travel of said brake operatingmeans.

8. rllhe combination, with a gas engine and its lubricating systemhaving an inelastic fluid therein under constant pressure, of a brakeoperating means in said system, a valve for controlling the flow offluid to said brake operating means, a cut 0H connected for simultaneousmovement to said brake operating means, and means for shifting saidvalve to regulate the flow of fluid through said system, the degree ot'movement of said valve increasing or decreasing the volume of flow ofthe fluid and the travel of said brake operating means.

9. The combination, with a gas engine and its lubricating system havingan inelastic fluid therein under pressure, of brake operating means insaid system, a valve for controllng the flow of fluid to said brakeoperating means, and means for shifting said valve, the degree ofmovement of said valve regulating the volume of flow of the fluid andthe movement of the brake operating i means.

' 10. The combination, ywith a gas engine and its lubiicating systemhaving an inelastic fluid therein under pressure, of brake yoperatingmeans in said system, a valve for lll@ erating means, and means forshifting said valve, the degree of movement of said valve regulating thevolume of flow of the fluid, the travel of said brake operating means,and the movement of said cut-oil.

11. A brake control for -power propelled vehicles, comprising a pedalarm, an inelastic fluid circulating system under pressure, brakeoperating means in said system, al valve for controlling the low offluid to said brake operating means, and means for shifting said valve,the degree of movement of said valve regulating vthe volume of flow 'ofthe fluid, and the travel of said brake operating means.

12. A brake control for power propelled vehicles, comprising a pedalarm, an inelastic fluid circulating 'system under pressure, brakeoperating means in said system, eand \my hand this a valveconnectedvwith saidlped'al arm for controlling the flow'of liquid tosaid brake operatingmeans, the degree of movement d l said valveregulatingi'. e Vflow of the' fluid and the travel of said brakeoperating means,

control ing the flow o fluid to said* brake' operating, means, a cut-olfconnected for simultaneous movement with said brake operatingl, means,and means for shifting said valve, the degree of movement of said valveregulating the volume of flow of the Huid, the travel of said brakeoperatingmeans and the movement of said cut-off.

In witness whereof, I have hereuntoiset dav of February, 1916. EWIN Gr.STAUDE.

